Centering arrangement for locomotive trucks



J. c. MARIS' Feb. 3, 1.942.

CENTERING ARRANGEMENT FOR LOCOMOTIVE TRUCKS 4 Sheets-Sheet l Filed July25, 1959 'I/I/I/I/I/II/III IIIII/I/III/IIM/I//IIIIMIIIIMI ATTRNEY Feb.3, 1942. J; c. MARIS 2,271,867

CENTERING ARRANGEMENT FOR LOCQMOTIVE TRUCKS Filed'July 25, 195 4Sheets-Sheet 2 INVENTOR JHMES C. Names I ATTORNEY Feb. 3, 1942. J. c.-MARIS CENTERiNG ARRANGEMENT FOR LOCOMOTIVE TRUCKS Filed lluly 25, 1959 4Sheets-Sheet s III - WWWWWWW INVENTOR \JHMES C. mama ATTORNEY J. C.MARIS Feb. 3, 1942.

CENTERING ARRANGEMENT FOR LOCOMOTIVE TRUCKS Filed July 25, 1939 4Sheets-Sheet 4 VIIIIIIII/I INVENTOR James G. (was ATTORNEY VIIIIII/IAPatented. Feb. 3, 1942 UNITED STATES PATENT OFFICE CENTERING ARRANGEMENTFOR 'LOCOMO-TIVE TRUCKS James Maris, Glenolden, Pa. Application July 25,1939, Serial No. 28am 14 Claims.

This invention relates generally to trucks and more particularly to animproved combination of centering means and trucks, preferably a fixedcenter pin type of leading locomotive truck.

Certain types of locomotives employ a single rigid frame of greatlength, the front end of which has considerable lateral movementrelative to a track when traveling over a curved section thereof. It isdesirable to employ the principle of one well-known type of centeringmechanism wherein the locomotive frame is lifted upon occurrence of suchlateral movement whereby the Weight of the locomotive exerts a centeringforce to return the locomotive frame to its center position when thelocomotive enters upon a straight portion of the track. This liftingtype of centering mechanism also insures maximum stability of the truckwhen traveling upon a straight track. It is desirable not tolift thelocomotive excessively such as would occur with the usual forms ofthis'type of centering mechanism i-ftheir normal operation was employedfor the full extent of lateral displacement. vIt is also desirable undercertain circumstances to employ a truck, usually of the six wheel type,

used, it is necessary, particularly in a locomotive of the type having along single rigid frame, to provide for considerable lateral movementbetween the-frame and the center pin and this must be accomplished whilestill maintaining a complete operative relation between the locomotiveframe and the center pin throughout relative lateral movement betweenthe frame and truck.

It is an object of my invention to provide an improved centeringmechanism for a fixed center pin type of truck capable of allowingconsiderable relative lateral movement between the locomotive and truckwhile maintaining a highly stable and effective centering action.

Another object is to provide an improved centering mechanism so arrangedthat a positive lifting type centering device may be efiectivelyemployed without excessively raising the locomotive While at the sametime employing cooperating supplemental centering means that iseifectively interposed between the locomotive frame and the truck.

A further object is to provide an improved combination of a fixed centerpin type of truck and centering arrangement that is relatively simpleand economical in construction, operation and maintenance and iscompact, sturdy and readily accessible for inspection and" repair.

Other objects and advantages will be more apparent tothose skilled inthe art from the following description of the accompanying drawings inwhich:

Fig. 1' is a diagrammatic outline of the general type of locomotivewithwhich my improvedtruck is particularly useful;

Fig. 2 is a plan view of a truck, partly in section, showing my improvedcentering device;

Fig. 3 is a longitudinal section taken on the line 3-3 of Fig. 2';

Fig. 4 is a. transverse section taken on the line 4- -4 of Figs. 2 and3;

Fig. 5 is a partial plan view of a truck showing a modified arrangementin which the cen tering springs are placed vertically;

Fig. 6 is a transverse section taken on the line B6 of Fig. 5';

Fig. 7 is an enlarged plan View; partly in section, ofone of the springrods used in the arrangement shown in Figs. 2 and 3;

Fig. 8 is a sectional View of the modified centering device takensubstantially on the line 88' of Fig. 5 but showing the truck partlydisplaced from its-central position, the rollers and cam plates-beingshown in end elevation and the racks and pinions for the rollers beingomitted for purposes of clarity;

Fig. 9 is a fragmentary enlarged view of one of the centering devicestaken on the lines 9-4) of Figs. 2 and 5 to show the contour of thebearing plates;

Fig. 10 is an end View of one of therollers, pinions and bearing platestaken substantially on the line Ill-HI of Figs. 2 and 9; and

Fig. 11 is a fragmentary sectional plan View taken on theline- IIH ofFig. 3; and

Fig. 12 is a vertical section online I 2-! 2 of Fig. 6.

I have shown in Fig. 1 one type of locomotive employing a single rigidframe of considerable length terminating in a front end frame portion Isupported ona truck generally indicated at 2'. This particular type oflocomotive employs two sets of driving wheels and forward andintermediate pairs of cylinders 3 and 3' all mounted upon a single rigidframe. This particular type of locomotive among other possible typesmerely serves as an illustration of a locomotive having very largerelative lateral movement between the front end of the locomotive andthe leading truck 2.

The truck 2 is preferably of the six wheel type having wheeled axles lsuitably journalled in usual boxes (not shown) and having any usualspring rigging system, all of these elements being well-known in the artand not constituting per se a part of my present invention. The truckcomprises, generally, side frames 5 and 6 connected by any usual endsills as well as by a transom generally indicated at I. This transom maybe connected to the side wheel pieces through any suitable transverseribbing or walls certain of which are shown in Fig. 4 at 8 while in thespecific type of truck shown herein one end of the transom is connectedby longitudinal walls 9, Fig. 3, to a narrowed rear truck frame sectionI9, Fig. 5. A center pin recess II of any usual construction is formedin the transom 'I which is somewhat depressed below the level of the topsurface of side frames 5 and 6.

A center pin I3, suitably seated in recess II on a preferablysemispherical bearing surface, has integral upwardly projecting andtransversely extending guiding flanges I 4 which, as shown in Fig. ll,extend for an appreciable portion of the width of the truck. As shown inFig. 3, the locomotive frame I is provided with downward guidingprojections I5 slidably engaging flanges I4 through suitable wearingplates secured to the flanges and projections. The projections I5preferably engage the full transverse length of flanges I4 and extendbeyond the ends thereof to allow for considerable lateral movement.

Interposed between the locomotive frame I and center pin l3 are a pairof positive lifting type centering devices generally indicated at I6,Fig. 4, located at each side of the center pin. Inasmuch as thesedevices are identical, it will suflice to describe only one of the samewhich in broad principle employs a well-known roller I'I interposedbetween upper and lower cam or bearing plates i8 and I9 respectivelysupported on and suitably permanently secured to the locomotive frameand to ledges I3, Fig. 4, formed as a part of center pin l3. The bearingplates, as shown in Fig. 9,

- have central recessed portions 2| and 22 whose inclined wallsterminate in horizontal portions 2m, 2lb, and 22a, 22b. Usual pinions 23are secured to each end of the rollers, while racks 24 and 25 aresecured to the ledges I3 and to the locomotive frame I at pointsadjacent to the ends of the cam or bearing plates I8 and I9 and saidracks have the same general contour as the surfaces of the plates. Theseracks and pinions insure uniform action of the rollers at each side ofthe center pin throughout lateral movement and also avoid slippage ofthe rollers on the cam surfaces. The operation of this type of centeringdevice is well-known in that initial lateral movement in one directionor the other from the centered position of truck causes the rollers tomove either to the left or right, Fig. 9, up on to the inclined centralportion 2| of the lower plates and also the inclined surfaces of thecentral portion 22 of the upper plate moves up on to the rollers. Thiscombined action causes the locomotive frame to be lifted therebyexerting through the roller an inward component force on the inclinedsurfaces tending to cause the locomotive frame to return to its centralposition. However, if the locomotive frame has considerable lateralmovement then the rollers will finally engage the horizontal surfaces2Ia and 22b or, 2Ib and 22a depending upon the direction of movement.Once these horizontal surfaces 2Ia, etc., are engaged, the locomotivewill not be lifted any further thereby avoiding excessive lifting of thelocomotive. The rollers automatically discontinue their centering actionas soon as they engage the horizontal surfaces.

Even though the centering rollers lose their centering action whenengaging the horizontal surface 2Ia, etc., it is necessary to provide acentering action and this is accomplished without any further lifting ofthe locomotive by providing, as shown in Fig. 2, spring centering means24', 25' and 26, 21. These spring devices per se are identical to thosedisclosed in my copending application Serial No. 283,956 filed July 12,1939, and hence it will suffice to describe the same only generallyexcept as they are related to my present combination in an improvedmanner. As shown in Fig. 2 each device comprises a set of springs 29seated at one end within the closed end of a sleeve 30 while the otherend of the spring is seated against a removable plate 3| secured to theside wheel pieces 5 or 6. The sleeve 30 is slidably disposed in asuitable recess 32 formed in a Wall which traverses, and is formedintegrally with, the spaced walls of the side wheel pieces. To limit theinward movement of sleeve 39 it is provided with a shoulder 33 adaptedto engage a complementary shoulder formed in the wall of chamber 32 atits inner end. The inner end of sleeve 30 is provided with a conicalportion 34 whose apex has separate abutting contact with a rod 35 whichin turn is swivelly connected at 36 to an arm 31 projecting downwardlyfrom, and formed integrally with, the lower wall of locomotive frame I.The several arms 31 for the respective sets of springs are locatedadjacent the longitudinal centerline of the locomotive frame and thesearms extend downwardly a suflicient distance to permit the springsleeves 30 and rods 35 to be positioned in suitable transverse channels39 and 40, Fig. 3, whose walls form part of the transom I. Thisarrangement provides a very compact and rigid construction and. allowsthe springs to be interposed between the locomotive frame and truck.

Operation-When the locomotive is traveling on a straight section oftrack the centering rollers I! will lie in the center of the recessedportions 2| and 22, Fig. 9. As the locomotive enters a curve, truck 2will pivot on center pin I3 and simultaneously the front end oflocomotive frame I will move laterally relative to the truck and beguided by transverse flanges I4 and the cooperating transverse portionsI5, Fig. 3. Hence, this arrangement provides for both pivotal andlateral movement between the truck and locomotive frame withoutemploying a bolster as is usually required. During lateral movement therollers I! initially roll over the inclined surfaces of their recessedportions 2| and 22 thereby lifting the locomotive to provide a centeringforce but continued lateral movement finally brings the rollers intoengagement with one or the other of horizontal surf-aces 2 lb and 220,or 2 Ia and 22b, Fig. 9. When the rollers are in engagement with thesehorizontal surfaces the locomotive is not lifted and hence the centeringaction of this device is automatically discontinued. However, commencingwith the initial lateral movement, the springs 29 on one side or theother of the truck are compressed thereby providing an increasingcentering force that is operative when the centering rollers areinoperative. It will be understood that during lateral movement thecentering springs on one side of the truck are operative while thesprings on the other side are inoperative, this being brought about byreason of the shoulders 33, Fig. 2, limiting'the inward movement of the.s-leeves 30. "When thesershoulders are infengage- "ment with.eachotheriand lateral i'm'ovem'ent 'ocicursso as'to carry the frame:and sleev'e 'in a (direction away from :the center ipin, i the I rods v3 5 will separate from'the'apexes of the c'onicalpor- :tions 34 of theparticular spring devicesinlquestion.

Fig. 6 mdz'fication.-The truck and center pin structureof thisarrangement as well as the roll- --er type centering devices it areidentical to those shown in the preferred form andhencethe-ic'orire'sponding elementsare given the same reference numbers.However, instead of using a I lateral type .ofsupplemental centeringsprings 14, etc., .in'the preferred form, I employ a verticaltypeyieldable means 43 comprising :a plurality of springs interposed betweena suitable head '4], removably securedto'the locomotive frame Land-aplungeror sleeve i2'which is-provided at its lower end with a roller43 engaginga cam 44. The roller isjournalled on a suitable rod'securedto iprojections 42a which project downwardly from plunger 32. The cam 4as shown in Fig. 8, is continuously inclined throughout .itslength ineither direction from its central depression 45. Hence, when thecentering devices iffi areinitheir 'non-centering relation to thehorizontal bearing -'surfaces,the roller 43 will be in engagement withthe inclined surface 44 with the result that *springs 48 will providethe necessary supplemental centering force. The lower bearing platecontaining' the surface M is suitablysupported upon the center pin I3adjacent its axis as shown in -Fi'gs. 5 and 6. Additional supportingflanges 45f, Fig.-6,'may be provided on the .centerpins. The camsurface-44 may have a suitable contourso as to provide for anyconstantor variabledegree of centering force that-may be desired andtoinsureuniform operation of roller 43 as well as maintaining it in synchronizedrelation to the rollers of the other centering devices I 6, .theends ofroller 43 are provided with pinions '46 meshing with-a suitable rack'i'l located at each end of the cam surface.

1 From the foregoing disclosureof the two modifications, it is seen thatI have provided an extremely compact and yet very effective centeringmechanism for a locomotive which has very large lateral movement.Notwithstanding that this centering action is specifically accomplishedin "part by employing a lifting type centering mechanism, yet I do notexcessively lift the locomotive nor doI in any way limit thefree-pivotal action of the center pin even though it is of the rigid pintype, this being particularly useful 'in siX wheel trucks.

fIt will of course be understood that various changes in details ofconstruction and arrangeiment of parts may be made by those skilled inthe 'art without departing from thespirit of the inventionas set forthin the appended claims.

I claim:

1. Incombination, a truck having :a frame provided with a fixed typecenter-pin, a locomotive 'frame pivotally connected to said truckthrough said center pin, means for laterally guiding said locomotiveframe on said center pin upon occurrence of relative lateral movementbetween said truck and frame, a mechanical centering device operative toeffect a centering action by bodily lifting the locomotive frame duringinitial relative lateral movement between the truck and locomotiveframe, said centering device having provision whereby it isrenderedinoperative to lift said frame when a predetermined extent of rinitial:rel'ativelateral movement has occurred between :the ltruck and frame,and' yieldable centering .tmean's adapted to supplement thecenterlingacti'on of said mechanicalcentering "device so Ias to providea-"centering a'ctionwhen said mechanical centering device is renderedinoperative, wherebyia relatively large lateral movement may occurbetween said truck 'and locomotive frame 'with only 1a 'limitedbodilylifting of the frame but at the sam'e time maintaining a centeringaction throughout lateral movement.

2. The combination set forth in claim 1 furthercharacterized in thatsaid mechanical -cenitering devicev is interposed between the locomotiveframe :and the center pm, said yieldable centering means being arrangedso that upon "lateral -movement the :only force exerted by theyi'eldable centering means is in a direction opposing said laterall'movem'ent at the outer limits thereof.

3. .The combin'ation set forth in'claim 1 fur- '-th'er haraoterized inthat said yieldable center- \ingtme'ans 1's interposedbetween thelocomotive frame and the truck 'frame said yieldable cenitering meansbeing arranged so that upon lateral movement the only force exerted bythe yieldable centering means is in a direction opposing said lateralmovement .at the outer limits thereof.

24. The combinationset forth in claim 1 further characterized in thatsaid mechanical cenxt'ering device "is interposed between the locomotiveframe and the center pin and moves lat- ;erally'intaisubstantiallystraight line during relative l ateralrnovement between the truck andlo- :comotive frame, and said yieldable centering means lis :interposedbetween the locomotive fram'e an'd' the truck-frame and has a certaindegree of pivotal movement during relative-rotation between 'the'locomotive "frame and truck, said "yieldable :centering means 'beingarrangedso that upon laterahmovement the only force-exerted by theyieldable centering means is in a direction opposing sai'd lateralmovement at "the outer limits thereof.

5. In combination, a truck havingafr-ame provided with a fixed "typecenter pin, a locomotive "frame pivotally connected to saidtruck'through said-center pin,'m'eans 'forlaterally guiding said"locomotive 'frame on said center -pin upon occurrence of relativelateral movement between said truckand frame, =a-mechanical centeringdevice which-is'op'erative 'to effect-a centering action during relativelateral movement between the itruckan'dslo com'otive frame when themovement-occurs n'ear the centered position of said device sandisiinoperative to produce a centering action upon :a predeterminedextent of said lat- .eral im'ovement, Band yieldable centering meansnperative :inzonlyone direction at a time for efifectingza :c'enteringiacti'onzat the outer limits of "lateralzm'ovem'ent when said mechanicalcentering device :isiin'operative.

:6. The combination .set forth :in claim 5furithercharacterizedinthatlsaid means for lateralllyguidinglth'eilocomotiveiframe on the truck includes ctran'sversely extendingguiding flanges formed rigidly with said center pin so as to havepivotal movement therewith and guiding surfaces formed rigidly with thelocomotive frame for cooperation with said guiding flanges.

' 7. The combination set forth in claim 5 further characterized in thatsaid means for laterally guiding the locomotive frame on the truckincludes transversely extending guiding flanges formed rigidly with saidcenter pin so as to have erally guiding the locomotive frame on thetruck includes transversely extending guiding flanges formed rigidlywith said center pin so as to have pivotal movement therewith andguiding surfaces formed rigidly with the locomotive frame forcooperation with said guiding flanges, and said yieldable centeringmeans includes sets of oppositely acting springs laterally interposedbetween and connected to the truck frame and to the locomotive frame andmeans for allowing only one set or the other set of springs to beoperative depending upon the direction of lateral movement whereby thecentering action at the outer limits of lateral movement has maximumeffectiveness.

9. The combination set forth in claim 5 further characterized in thatsaid means for laterally guiding the locomotive frame on the truckincludes transversely extending guiding flanges formed rigidly with saidcenter pin so as to have pivotal movement therewith and guiding surfacesformed rigidly with the locomotive frame for cooperation with saidguiding flanges, and said yieldable centering means includes sets ofoppositely acting springs laterally interposed between and connected tothe truck frame and to the 10- comotive frame at substantially thelongitudinal central portion thereof and means for allowing only one setor the other set of springs to be operative depending upon the directionof lateral movement whereby the centering action at the outer limits oflateral movement has maximum effectiveness.

10. In combination, a truck having a frame provided with a fixed typecenter pin, a locomotive frame pivotally connected to said truck throughsaid center pin, means for laterally guiding said locomotive frame onsaid truck upon occurrence of relative lateral movement therebetween, amechanical centering device which is operative to efiect a centeringaction during relative lateral movement between the truck and locomotiveframe when the movement occurs near I the centered position of saiddevice and is inoperative to produce a centering action upon apredetermined extent of said lateral movement, and yieldable centeringmeans for effecting a centering action when said mechanical centeringdevice is inoperative, said means for laterally guiding the locomotiveframe on the truck including transversely extending guiding flangesformed rigidly with said center pin so as to have pivotal movementtherewith and guiding surfaces formed rigidly with the locomotive framefor cooperation with said guiding flanges; and said yieldable centeringmeans including walled chambers formed as a part of the truck frame atthe sides thereof in opposed relation to each other, sets of springsdisposed in said chambers, and separable rods connecting the springs tothe locomotive frame.

11. The combination set forth in claim 5 further characterized in thatsaid means for laterally guiding the locomotive frame on the truckincludes transversely extending guiding flanges formed rigidly with saidcenter pin so as to have pivotal movement therewith and guiding surfacesformed rigidly with the locomotive frame for cooperation with saidguiding flanges; said yieldable centering means includes walled chambersformed as a part of the truck frame at the sides thereof in opposedrelation to each other, sets of springs disposed in said chambers, andseparable rods connecting the springsto the locomotive frame; and meansfor limiting the inward movement of said sets of springs beyond apredetermined point whereby when the springs on one side of the truckare actuated in response to lateral movement the springs on the otherside are rendered inoperative.

12. In combination, a truck having a frame, a locomotive frame, meansfor pivotally connecting and laterally guiding said locomotive frame onsaid truck, a mechanical centering device which is operative to effect acentering action between said frames during relative lateral movementbetween the same when the centering device is near its centered positionand is imperative to produce a centering action upon a predeterminedextent of said-lateral movement, and yieldable supplemental centeringmeans including a spring pressed mechanical centering device foreffecting a centering action at the outer limits of lateral movementwhen said first mentioned centering device is inoperative.

13. The combination set forth in claim 12 further characterized by theprovision of means whereby said yieldable centering means is carried byand laterally movable with the locomotive frame.

14. In combination, a truck having a frame, a locomotive frame, meansfor pivotally connecting and laterally guiding said locomotive frame onsaid truck, a mechanical centering device which is operative to effect acentering action between said frames during relative lateral movementbetween the same when the centering device is near its centered positionand is inoperative to produce a centering action upon a predeterminedextent of said lateral movement, and supplemental centering means havinga spring pressed roller laterally movable with the locomotive frame anda plate supported on said truck and having oppositely extending andcontinuously upwardly inclined cam surfaces alternatively engageablewith said roller throughout full relative lateral movement between thelocomotive frame and truck whereby a centering action is effected whensaid mechanical centering device is inoperative.

JAMES C. MARIS.

